Charles Cheffins

Charles Frederick Cheffins (10 September 1807 – 23 October 1861[1]) was a British mechanical draughtsman, cartographer, and consulting engineer, assistant to John Ericsson and George Stephenson and surveyor on many British railroad companies mid 19th century. He is also known from the 1850 Cheffins's Map of English & Scotch Railways and other maps.

Charles Frederick Cheffins was born in London on 10 September 1807. His father had for many years acted as official manager to the New River Waterworks Company, in superintending the boring by machinery of the wooden pipes then in use for the supply of water to the metropolis. Having been so fortunate as to obtain a presentation to Christ's Hospital, young Cheffins was, in July 1815, admitted as a scholar into that institution, where he remained till the year 1822, prosecuting his studies with a fair amount of diligence, and obtaining several gold medals for his proficiency in arithmetic and mathematics.[2]

On the completion of his education, he started working at Messrs. Newton and Son, patent agents and mechanical draughtsmen. In their employ he obtained some excellent practice, in making drawings from specifications and from models of machinery, which proved very useful to him in his after-career, and aided in giving him that intimate knowledge of his profession which he was admitted to possess. With Messrs. Newton and Son he remained some time after the expiration of his pupilage.[2]

From 1830 he obtained an engagement, under Captain John Ericsson, to assist in making the drawings for the locomotive engines. The next year he became assistant to George Stephenson, and worked in the preparation of the plans and sections of the projected Grand Junction Railway.[3] On the completion of the Grand Junction Railway, he set up his own cartographical and drawing business[4] and spend over two decades working as surveyor for numerous railroad construction projects in the United Kingdom. In 1838 he published his first Map of the Grand Junction Railway and Adjacent Country; and the next year Cheffins's Official Map of the Railway from London to Birmingham, Manchester and Liverpool under sanction of the directors.[5] In 1846 Cheffins commissioned John Cooke Bourne to produce his History of the Great Western Railway.[6] Occasionally Cheffins also published lithographical work by others. In the year 1848 he had been elected an Associate of the Institution of Civil Engineers, and he never ceased to take great interest in all the proceedings.[2]

One year before for his death in 1861 the partnership of Charles Frederick Cheffins and his sons, Charles Richard Cheffins, and George Alexander Cheffins, as surveyors, draftsmen, and lithographers, at No. 11, Southampton-buildings, and No. 6, Castle-street, Holborn, London, had been dissolved by mutual consent. The business continued with Charles Frederick Cheffins and Charles Richard Cheffins as continuing partners.[7] Cheffins died from an internal injury on 23 October 1861,[8] after only a few hours’ illness, leaving his son (with whom he had been associated in partnership for some years) to complete that which he had with so much zeal only a month, or two, previously commenced. His death, at the early age of fifty-four years, caused profound regret to all those with whom he had been connected for so many years, as also to those of his assistants, who had served under him in the numerous parliamentary campaigns in which he had been engaged - and to many of whom he had shown much kindness in recommending them to posts of trust and responsibility on the Indian railways.[2]

The result of the competition, as is well known, proved adverse to the Novelty, on account of the failure of the blast apparatus. Cheffins was present at the opening of the Liverpool and Manchester Railway, and remained some time longer with Captain Ericsson, making drawings for other inventions, amongst which was a steam fire-engine and a caloric engine - machines which excited considerable attention at the period, and the former of which has since come into general use. In these matters Cheffins’ practical knowledge of machinery rendered him a very valuable assistant in the preparation of the designs.[2]

In 1830 Cheffins testified in a case of Lord Galloway and Alexander Cochrane versus John Braithwaite and John Ericsson.[9] Cheffins gave the following testimony:

Mr. Charles Frederick Cheffins, mechanical draughtsman, saith, that on 27 July 1830, he went to the manufactory of Mr. Galloway, and saw the boiler exhibited by him in operation. There was no vessel containing a column of water attached to said boiler, but that, on the contrary, there was a considerable quantity of smoke issuing out from the upper extremity of the upright open pipe or chimney (Y). He asked Mr. Galloway, jun., where said column of water was placed, so as to afford resistance to the passage of the heated air? That Mr. Galloway, jun. told him they did not use a column of water to this boiler, but that in order to obtain a resistance they had diminished the area of the upright open pipe or chimney, so that its area should be less than the area of the flue in the boiler (but which area, to the best of the deponent's judgment, was more than thirty square inches; that is to say, the pipe measured five Inches by eight), thereby effecting the desir d object. That deponent farther observed, that the ante-chamber or magazine through which the furnace was supplied with fuel was not surrounded by water, as represented in the plaintiffs' specification and drawing. That the deponent considers that the plaintiffs have been enabled to dispense with such contrivance, from the reason that the heated air, instead of being subjected to a considerable pressure at the end of the flues, is suffered to escape freely into the atmosphere through an open pipe or chimney, whose sectional area, to the best of deponent's belief, measures five inches by eight inches. That upon asking Mr. Galloway, jun. how long said boiler had been in operation, he was answered, that it had been in constant work for seven months. That a boiler was shown to deponent constructed with a vessel to contain water, and an upright tube similar to drawing in plaintiffs' specification, but which deponent was informed had only been used for experiments, and that the said boiler was not in operation at the time deponent saw it.[10]

The Lord Chancellor responded "... with respect to that case of Cochrane and Braithwaite, correct me if I am wrong with respect to those affidavits handed in, which I was to look at, respecting the patent for steam-engines;. I do not find that Mr. Galloway carries back the use of the boiler beyond six months... Now the patent of Mr. Braithwaite is one year and a half old, and it is dated in January, 1829; so that this boiler which Mr. Galloway is now showing was, in point of fact, not in use till one year after Mr. Braithwaite's patent was obtained. Under these circumstances, I think the parties ought to be left to try their right at law, and the injunction to be dissolved. It is quite unnecessary for me, in this stale of things, to give any opinion with respect to the patent; but this much, however, I will state, I have read the specification with attention, and the evidence, and it appears to me that the objects of the two patents are different..." [10]

Cheffins take the stand in court more often. In one 1847 case narrated in The Railway Record, Charles F. Cheffins, engineer and surveyor, was called for the defence, and proved that he had examined the plans and sections in question, and detected so many errors, that the case became quite clear.[11]

In 1831 he was introduced to George Stephenson, by the Mr. Padley, who was that gentleman's oldest associate and surveyor. After the successful opening of the Liverpool and Manchester Railway, numerous other schemes were immediately started, in which the great Engineer occupied a prominent position.

Cheffins’ first occupation under Mr. Stephenson was in the preparation of the plans and sections of the projected Grand Junction Railway, which had for its object the connection of the towns of Birmingham and Liverpool ; and it was whilst engaged upon this work, that his persevering industry was noticed by those with whom he was brought into contact ; amongst whom may be mentioned Joseph Locke, Frederick Swanwick, Daniel Gooch, and many others, who have since become eminent in the Engineering profession.[2]

The facade of the Euston Arch would occupy about 300 feet towards Drummond Street, opposite a wide opening into Euston Square. The principal elevation, as shown in the Engraving, consists of a Grecian Doric portico, with ante, and two lodges on each side, appropriated to the offices of the Company; the spaces between the columns and antse of the portico, and also of the lodges, being inclosed by very handsome, massive, iron gates.[12]

The whole of the works were proceeding very rapidly, and was expected that a portion of that magnificent Railway would be opened to the public after Midsummer. The Engraving has been reduced from a drawing by Thomas Allom, lithographed in very effective style by Mr. C. F. Cheffins, Southampton Buildings, Hulborn.[12]

Map of 1854 cholera outbreak by John Snow, drawn and printed by C.F. Cheffins.

Proposed railway from Cairo to the Sea of Suez by C.F. Cheffins, 1840s

Gladioli: Red, Pink & White by C.F. Cheffins, 1860

In his studio at 9, Southampton Buildings, Holborn, Cheffins lithographed work for numerous other artists:

1837. In the month of August Cheffins published a lithographed plate, exhibiting a view of the apparatus used in the Francis B. Ogden, with a description of its construction and use.[13]

1837. Illustrations for Scenery in the north of Devon.George Rowe; Charles F. Cheffins; Paul Gauci; George Hawkins; Henry Strong; G. Wilkins. Published by J. Banfield, Ilfracombe.

1844. Illustrations for Quarterly papers on architecture. : Forty-one engravings, many of which are coloured. by Richard Hamilton Essex; John Richard Jobbins; John Henry Le Keux; Charles F. Cheffins; R Gould; Published by London : Iohan Weale.

On the completion of the parliamentary deposits for the Grand Junction Railway, Cheffins terminated his engagement with Stephenson, and, foreseeing that railway schemes were only then in their infancy, and that much work might be anticipated, by devoting himself exclusively to the surveying department of the profession, he established himself in London, and commenced business on his own account. He had the good fortune to retain the support and patronage of all those with whom he had been previously associated, besides adding many other names to his list of friends. Robert Stephenson, was among the latter, and under his direction and superintendence, he prepared many of the designs for the construction of the bridges on the London and Birmingham Railway, and was also engaged by him on various other matters. This kind friendship and support only ceased with Robert Stephenson's death, and Cheffins ever entertained a most lively regard for the man to whom his success in life might be fairly attributed.[2]

As a testimony of the esteem in which his services were held, during the many years he was engaged in these and other matters, a valuable service of plate was presented to him in the year 1846, the subscription being headed by the leading Engineers of the day. This token of regard has been handed down to his family to be kept by them as an heir-loom.

The last great scheme in which he was employed was the projected Great Eastern Northern Junction Railway Bill of 1860, (known familiarly as the ‘Coal line,’) which his good friend George Parker Bidder had placed in his hands, and in which he took a deep interest; but death cut him short whilst in the active discharge of his duties.[2]

Charles F. Cheffins. London and Birmingham railway : Map of the Railway from London to Box-Moor, and the adjacent Country. London : Charles F. Cheffins, 1 August 1837; 1838 edition with Thomas W. Streeter.

Charles Frederick Cheffins. Cheffins's Map of English & Scotch Railways: accurately delineating all the lines at present opened ; and those which are in progress. Corrected to the present time, the map also shows the main roads throughout the kingdom, with the distances between the towns, forming a complete guide for the traveller and tourist. 1847, 1850

^The 1862 ICE Memories lists 22 October 1860 as date of death, yet describes that Cheffins died at the age of 54. With 10 September 1807 as date of birth, his date of death should have been after 10 September 1861.

1.
John Ericsson
–
John Ericsson was a Swedish-American inventor, active in England and the United States, and regarded as one of the most influential mechanical engineers ever. Ericsson collaborated on the design of the steam locomotive Novelty, which competed in the Rainhill Trials on the Liverpool and Manchester Railway, won by George Stephensons Rocket. In America he designed the US Navys first screw-propelled steam-frigate USS Princeton, in partnership with Captain Robert Stockton, a new partnership with Cornelius H. Johan Ericsson was born at Långban in Värmland, Sweden. He was the brother of Nils Ericson, a distinguished canal and their father Olaf Ericsson had worked as the supervisor for a mine in Värmland. He had lost money in speculation and had to move his family to Forsvik in 1810, there he worked as a director of blastings during the excavation of the Swedish Göta Canal. The extraordinary skills of the two Ericsson brothers were discovered by Baltzar von Platen, the architect of the Göta Canal and they were dubbed cadets of mechanics of the Swedish Royal Navy, and engaged as trainees at the canal enterprise. At the age of fourteen, John was already working independently as a surveyor and his assistant had to carry a footstool for him to reach the instruments during surveying work. At the age of seventeen he joined the Swedish army in Jämtland, serving in the Jämtland Field Ranger Regiment, as a Second Lieutenant, but was soon promoted to Lieutenant. He was sent to northern Sweden to do surveying, and in his time he constructed a heat engine which used the fumes from the fire instead of steam as a propellant. His skill and interest in mechanics made him resign from the army, however his heat engine was not a success, as his prototype was designed to burn birchwood and would not work well with coal. Notwithstanding the disappointment, he invented several other mechanisms instead based on steam, in 1829 he and John Braithwaite built Novelty for the Rainhill Trials arranged by the Liverpool and Manchester Railway. It proved considerably faster than the other entrants but suffered recurring problems. Two further engines were built by Braithwaite and Ericsson, named William IV and Queen Adelaide after the new king and these were generally larger and more robust than Novelty and differed in several details. The pair ran trials on the Liverpool and Manchester Railway but the railway declined to purchase the new designs, an engine Ericsson constructed for Sir John Franklins use failed under the Antarctic conditions for which, out of Franklins desire to conceal his destination, it had not been designed. At this stage of Ercissons career the most successful and enduring of his inventions was the steam condenser and his deep sea lead, a pressure-activated fathometer was another minor, but enduring success. The commercial failure and development costs of some of the machines devised, at this time he also married 19-year-old Amelia Byam, a disastrous match that ended in the couples separation until Amelias death. His only formal education was an officers education and training during his time in the Swedish Army. On March 27,1822, John passed an examination in Stockholm

2.
George Stephenson
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His rail gauge of 4 feet 8 1⁄2 inches, sometimes called Stephenson gauge, is the standard gauge by name and by convention for most of the worlds railways. George Stephenson was born on 9 June 1781 in Wylam, Northumberland,9 miles west of Newcastle upon Tyne and he was the second child of Robert and Mabel Stephenson, neither of whom could read or write. Robert was the fireman for Wylam Colliery pumping engine, earning a low wage. At 17, Stephenson became an engineman at Water Row Pit in Newburn, George realised the value of education and paid to study at night school to learn reading, writing and arithmetic – he was illiterate until the age of 18. In 1801 he began work at Black Callerton Colliery as a brakesman, in 1802 he married Frances Henderson and moved to Willington Quay, east of Newcastle. There he worked as a brakesman while they lived in one room of a cottage, George made shoes and mended clocks to supplement his income. Their first child Robert was born in 1803, and in 1804 they moved to West Moor and their second child, a daughter was born in July 1805. She was named Frances after her mother, the child died after just 3 weeks and was buried in St Bartholomews Parish Church near Newcastle. In 1806 Georges wife Frances died of consumption and she was buried in the same churchyard as their daughter on the 16th May 1806. George decided to work in Scotland and left Robert with a local woman while he went to work in Montrose. After a few months he returned, probably because his father was blinded in a mining accident and he moved back into a cottage at West Moor and his unmarried sister Eleanor moved in to look after Robert. In 1811 the pumping engine at High Pit, Killingworth was not working properly and he did so with such success that he was promoted to enginewright for the collieries at Killingworth, responsible for maintaining and repairing all the colliery engines. He became an expert in steam-driven machinery, in 1815, aware of the explosions often caused in mines by naked flames, Stephenson began to experiment with a safety lamp that would burn in a gaseous atmosphere without causing an explosion. At the same time, the eminent scientist and Cornishman Humphry Davy was also looking at the problem. Despite his lack of knowledge, Stephenson, by trial and error, devised a lamp in which the air entered via tiny holes. The two designs differed, Davys lamp was surrounded by a screen of gauze, whereas Stephensons prototype lamp had a perforated plate contained in a glass cylinder. Stephenson, having come from the North, spoke with a broad Northumberland accent and not the Language of Parliament, which made him seem lowly. Realizing this, he made a point of educating his son Robert in a school, where he was taught the sciences his father lacked

3.
Christ's Hospital
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Christs Hospital, known colloquially as the Bluecoat School, is an English co-educational independent day and boarding school located south of Horsham in West Sussex. It is a charity school whose fees are calculated on a means test, pupils from disadvantaged circumstances are assisted at the charitys expense. Christs Hospital was established as a school in November 1552 at the instigation of King Edward VI, the kings patronage of the school was confirmed by a Royal Charter granted on 26 June 1553, eleven days before his death. The school was founded at Newgate Street, London, on the site of a Grey Friars monastery, with a school in Hertford, Hertfordshire which had supplementary schools at Ware. In 1902 the Newgate Street and Hertford schools relocated to its present location south of Horsham in West Sussex, a new railway station adjacent to the new site was partially sponsored by the school and also opened in 1902. A girls school was founded in Hertford after the school moved to Horsham. The girls school was incorporated into the Horsham site in 1985 when the Hertford site was closed, in 2007 Christs Hospital was separated into two related registered charities, Christs Hospital Foundation and Christs Hospital School. The schools Tudor uniform consists of belted, long coats with knee-breeches, yellow socks. The uniform has been in place since 1553, the nickname Blue-coat School comes from the blue coats worn by the students – however, the nickname used within the school community itself is Housey and the long coat is called a housey coat. By 2011 students and alumni stated that they see the uniform as an important way of giving the school a unique identity, around that time the administrators had discussed the idea of updating the uniform. A few of the schools 800 students voted, over 95% voted in favour of keeping the original uniform, in 2006 19% of children accepting places were assessed as being in very high need, 64% in medium to high need and 17% in low need. Admission of pupils is either by open competitive examination or by show of skills — in either case the suitability of candidates is judged according to criteria of need and parental income. Some of the means of entry are denoted on the uniform by a metal plate sewn on the breast of the housey coat. In late November 2012, Christs Hospital underwent a school inspection carried out by the Independent Schools Inspectorate. The school was rated excellent in the released in January 2013. The optional term Exceptional was not used, the report also noted, The school is advised to make the following improvement. Ensure, through consistent monitoring by its leaders, the highest standards of teaching in all subject areas. An Arts Centre complex was opened in 1974 including a theatre with Tudor style auditorium, music school extension, Octagon rehearsal/performance space and classrooms

4.
Grand Junction Railway
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The line built by the company was the first trunk railway to be completed in England, and arguably the worlds first long-distance railway with steam traction. Presently, the lines which comprised the GJR form the section of the West Coast Main Line. The GJR established its chief engineering works at Crewe, relocating there from Edge Hill and it began operation with a temporary Birmingham terminus at Vauxhall, The travelling post office where mail was sorted on a moving train was instituted on the Grand Junction Railway in January 1838. Using a converted horse-box, it was carried out at the suggestion of Frederick Karstadt, karstadts son was one of two mail clerks who did the sorting. The route between Curzon Street railway station and Vauxhall primarily consisted of the Birmingham Viaduct and it consisted of 28 arches, each 31 feet wide and 28 feet tall and crossed the River Rea. This being accomplished, what further improvement could be desired between London and Lancashire, in 1840 the GJR absorbed the Chester and Crewe Railway soon before it began operation. In 1845 the GJR merged with the Liverpool and Manchester Railway, in 1841 the company appointed Captain Mark Huish as the Secretary of the railway. Huish was ruthless in the development of the business and contributed significantly to the Companys success, the GJR was very profitable, paying dividends of at least 10% from its beginning and having a final capital value of more than £5. One locomotive, Columbine, is preserved at the Science Museum and this was GJR No.49 and LNWR No. In the 2007 adaptation of the television series Cranford, a line owned by the Grand Junction Railway is the subject of gossip when the railway line bypasses the village of Cranford. Grand Junction Railroad Notes References Bibliography Webster, Norman W. Britains First Trunk Line – the Grand Junction Railway, the Railways of Great Britain and Ireland Practically Described and Illustrated

5.
John Cooke Bourne
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John Cooke Bourne was a British artist, engraver and photographer, best known for his lithographs showing the construction of the London and Birmingham Railway and the Great Western Railway. His set of prints were published as separate book. Prints were often coloured for a vivid picture of events. John Cooke Bourne was born in London, were his father worked as hat-maker in Covent Garden. He was related to the engraver George Cooke, who was his godfather, after general education, Bourne became a pupil of the landscape engraver John Pye, who had specialised in illustrations for popular annuals and pocket-books. Bourne was further influenced by the work of Thomas Girtin and John Sell Cotman, when early 1830s near his home the construction started for the London and Birmingham Railway, the first main-line railway to enter London, this became Bournes major source of inspiration. In 1836 Bourne started making drawings of the sides as subjects of professional study. These drawings were published in 1838/39 in a book in four volumes, late 1840 he lithographed some drawings for Robert Hays publication, entitled Illustration of Cairo. This led to the 1846 publication of History of the Great Western Railway, Bourne also draw the illustrations for Bennet Woodcrofts A sketch of the origin and progress of steam navigation from authentic documents. At the end of the 1840s Bourne started working for Charles Blacker Vignoles and he travelled to Russia, and draw and later photographed its construction until its completion in 1853. In that year he made some pictures for the new 4th edition of Bennet Woodcrofts A Sketch of the Origin, Bourne kept working in Russia as artist in residence for another decade. In the year 1852 he travelled together with Roger Fenton to Moscow and St. Petersburg and he stayed in Russia in total for a period of twelve years as illustrator and photographer, before returning to England. Bourne exhibited his work in the Royal Photographic Society in 1854, the Royal Academy of Arts in 1863, back in England in 1866 he married Catherine Cripps, and settled in Teddington. He died in 1896 Brentford, a town in West London, Bournes major works were his drawings of the construction of the London and Birmingham Railway, and of the operations of the Great Western Railway, which were printed in 1838/39 and 1846. After these works he worked in Russia for over a decade, Bournes 1838 publications A Series of Lithographic Drawings on the London and Birmingham Railway, showed the construction of the railway from London to Birmingham in the year 1837–38. For this work Bourne had translated his original watercolours into lithographs and it was accompanied by a text, entitled Topographical and descriptive Accounts of the Origin, Progress, and general Execution of that great national Work, written by John Britton. Britton was known in his days from the publication The architectural antiquities of Great Britain, about the origin of this work Britton in his 1849 autobiography would recalled, that some beautiful drawings of this Railway were made in the year 1838, by Mr. John C. They were submitted to Mr. Britton, who suggested the expediency of their being published, Bournes drawings, and the popularity of the subject, would ensure success in their publication

6.
Indian Railways
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Indian Railways is a state-owned railway company, responsible for rail transport in India. It is owned and operated by the Government of India through the Ministry of Railways. It is fourth largest railway network in the world comprising 119,630 kilometres of track and 92,081 km of running track over a route of 68,525 km with 7,216 stations at the end of 2015-16. In 2015-16, IR carried 8.107 billion passengers annually or more than 22 million passengers a day and 1.101 billion tons of freight annually, Railways were first introduced to India in the year 1853 from Bombay to Thane. In 1951 the systems were nationalised as one unit, the Indian Railways, IR operates both long distance and suburban rail systems on a multi-gauge network of broad, metre and narrow gauges. It also owns locomotive and coach production facilities at places in India, with assigned codes identifying their gauge, kind of power. Its operations cover twenty six states and three union territories across India, and also has connectivity to Bangladesh and Pakistan. Indian Railways is the eighth biggest employer and had 1.331 million employees at the end of 2015-16. In 2015–2016 Indian Railways had revenues of ₹1.683 trillion which consists of ₹1.069 trillion freight earnings and it had operating ratio of 90. 5% in 2015-16. As on the end of 2015-16, IRs rolling stock comprises over 251,256 Freight Wagons,70,241 Passenger Coaches and 11,122 Locomotives, Indian Railways run on average 13,313 passenger trains daily in 2015-16. Mail or Express trains, most common type, run at speed of 50.9 km/hr on Broad Gauge and 34.2 km/hr on Meter Gauge. The trains have a 5 digit numbering system, as of at the end of 2015-16, of the total 68,525 km route length,28,327 km was electrified and 28,371 km was Double or Multiple line route. Since 1960, almost all electrified sections on IR use 25,000 volts AC traction through overhead catenary delivery, the history of railway transport in India began in the mid-nineteenth century. The core of the pressure for building railways In India came from London, in 1848, there was not a single kilometre of railway line in India. The countrys first railway, built by the Great Indian Peninsula Railway, opened in 1853, the East Indian Railway Company was established 1 June 1845 in London by a deed of settlement with a capital of £4,000,000, largely raised in London. The Great Southern India Railway Co. was founded in Britain in 1853, Construction of track in Madras Presidency began in 1859 and the 80-mile link from Trichinopoly to Negapatam was opened in 1861. The Carnatic Railway founded in 1864, opened a Madras-Arakkonam-Kancheepuram line in 1865, the Great Southern India Railway Company was subsequently merged with the Carnatic Railway Company in 1874 to form the South Indian Railway Company. A British engineer, Robert Maitland Brereton, was responsible for the expansion of the railways from 1857 onwards, the Allahabad-Jabalpur branch line of the East Indian Railway had been opened in June 1867

7.
Rainhill Trials
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The Rainhill Trials were an important competition in the early days of steam locomotive railways, run in October 1829 for the nearly completed Liverpool and Manchester Railway. Five engines competed, running back and forth along a length of level track at Rainhill. Stephensons Rocket was the locomotive to complete the trials, and was declared the winner. The Stephensons were accordingly given the contract to produce locomotives for the railway, the Rainhill Trials were arranged as an open contest that would let them see all the locomotive candidates in action, with the choice to follow. Regardless of whether or not locomotives were settled upon, a prize of £500 was offered to the winner of the trials, locomotives that were entered were to be subjected to a variety of tests and conditions. The water in the boiler shall be cold, and there shall be no fuel in the fireplace, the fire in the boiler shall then be lighted, and the quantity of fuel consumed for getting up the steam shall be determined, and the time noted. The Tender Carriage, with the fuel and water, shall be considered to be and those engines which carry their own fuel and water, shall be allowed a proportionate deduction from their load, according to the weight of the Engine. The time of performing every trip shall be noted, as well as the time occupied in getting ready to set out on the second journey. The gauge of the railway to be 4 ft 8 1⁄2 in, ten locomotives were entered, but on the day the competition began —6 October 1829 — only five locomotives actually began the tests, Cycloped, built by Thomas Shaw Brandreth. Novelty, built by John Ericsson and John Braithwaite, Rocket, designed by George and Robert Stephenson, built by Robert Stephenson and Company. Sans Pareil, built by Timothy Hackworth, locomotives were run two or three per day, and several tests for each locomotive were performed over the course of several days. The Rainhill stretch of the Railway was very level for a mile or so, Cycloped was the first to drop out of the competition. Built with legacy technology, it used a walking on a drive belt for power. Damaged en route to the competition, Burstall spent five days repairing it, when it failed to reach the required 10 miles per hour on its first tests the next day, it was withdrawn from the trial. It was granted a £26 consolation prize, Sans Pareil nearly completed the trials, though at first there was some doubt as to whether it would be allowed to compete as it was 300 pounds overweight. However, it did eventually complete eight trips before cracking a cylinder, despite the failure it was purchased by the Liverpool & Manchester, where it served for two years before being leased to the Bolton and Leigh Railway. In complete contrast to Cycloped it was cutting-edge for 1829, lighter and it was accordingly the crowd favourite. Reaching a then-astonishing 28 miles per hour on the first day of competition, nevertheless, it continued its run on the next day, but upon reaching 15 mph the pipe gave way again and damaged the engine severely enough that it had to drop out

8.
Birmingham
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Birmingham is a major city and metropolitan borough of West Midlands, England lying on the River Rea, a small river that runs through Birmingham. It is the largest and most populous British city outside London, the city is in the West Midlands Built-up Area, the third most populous urban area in the United Kingdom, with a population of 2,440,986 at the 2011 census. Birminghams metropolitan area is the second most populous in the UK with a population of 3.8 million and this also makes Birmingham the 8th most populous metropolitan area in Europe. By 1791 it was being hailed as the first manufacturing town in the world, perhaps the most important invention in British history, the industrial steam engine, was invented in Birmingham. From the summer of 1940 to the spring of 1943, Birmingham was bombed heavily by the German Luftwaffe in what is known as the Birmingham Blitz. The damage done to the infrastructure, in addition to a deliberate policy of demolition and new building by planners, led to extensive demolition. Today Birminghams economy is dominated by the service sector and its metropolitan economy is the second largest in the United Kingdom with a GDP of $121. 1bn, and its six universities make it the largest centre of higher education in the country outside London. Birmingham is the fourth-most visited city in the UK by foreign visitors, Birminghams sporting heritage can be felt worldwide, with the concept of the Football League and lawn tennis both originating from the city. Its most successful football club Aston Villa has won seven league titles, people from Birmingham are called Brummies, a term derived from the citys nickname of Brum. This originates from the citys name, Brummagem, which may in turn have been derived from one of the citys earlier names. There is a distinctive Brummie accent and dialect, Birminghams early history is that of a remote and marginal area. The main centres of population, power and wealth in the pre-industrial English Midlands lay in the fertile and accessible river valleys of the Trent, the Severn and the Avon. The area of modern Birmingham lay in between, on the upland Birmingham Plateau and within the wooded and sparsely populated Forest of Arden. Birmingham as a settlement dates from the Anglo-Saxon era, within a century of the charter Birmingham had grown into a prosperous urban centre of merchants and craftsmen. By 1327 it was the third-largest town in Warwickshire, a position it would retain for the next 200 years, by 1700 Birminghams population had increased fifteenfold and the town was the fifth-largest in England and Wales. The importance of the manufacture of goods to Birminghams economy was recognised as early as 1538. Equally significant was the emerging role as a centre for the iron merchants who organised finance, supplied raw materials. The 18th century saw this tradition of free-thinking and collaboration blossom into the phenomenon now known as the Midlands Enlightenment

9.
Liverpool
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Liverpool is a major city and metropolitan borough in North West England.24 million people in 2011. Liverpool historically lay within the ancient hundred of West Derby in the south west of the county of Lancashire and it became a borough from 1207 and a city from 1880. In 1889 it became a county borough independent of Lancashire, Liverpool sits on the eastern side of the Mersey Estuary and its growth as a major port is paralleled by the expansion of the city throughout the Industrial Revolution. Along with general cargo, freight, raw materials such as coal and cotton, the city was also directly involved in the Atlantic slave trade. Liverpool was home to both the Cunard and White Star Line, and was the port of registry of the ocean liner RMS Titanic and others such as the RMS Lusitania, Queen Mary, and Olympic. The city celebrated its 800th anniversary in 2007, and it held the European Capital of Culture title together with Stavanger, Norway, several areas of Liverpool city centre were granted World Heritage Site status by UNESCO in 2004. The Liverpool Maritime Mercantile City includes the Pier Head, Albert Dock, tourism forms a significant part of the citys economy. Liverpool is also the home of two Premier League football clubs, Liverpool and Everton, matches between the two being known as the Merseyside derby, the world-famous Grand National horse race takes place annually at Aintree Racecourse on the outskirts of the city. The city is home to the oldest Black African community in the country. Natives of Liverpool are referred to as Liverpudlians and colloquially as Scousers, a reference to scouse, the word Scouse has also become synonymous with the Liverpool accent and dialect. Pool is a place name element in England from the Brythonic word for a pond, inlet, or pit, cognate with the modern Welsh. The derivation of the first element remains uncertain, with the Welsh word Llif as the most plausible relative and this etymology is supported by its similarity to that of the archaic Welsh name for Liverpool Llynlleifiad. Other origins of the name have suggested, including elverpool. The name appeared in 1190 as Liuerpul, and it may be that the place appearing as Leyrpole, in a record of 1418. King Johns letters patent of 1207 announced the foundation of the borough of Liverpool, the original street plan of Liverpool is said to have been designed by King John near the same time it was granted a royal charter, making it a borough. The original seven streets were laid out in an H shape, Bank Street, Castle Street, Chapel Street, Dale Street, Juggler Street, Moor Street, in the 17th century there was slow progress in trade and population growth. Battles for the town were waged during the English Civil War, in 1699 Liverpool was made a parish by Act of Parliament, that same year its first slave ship, Liverpool Merchant, set sail for Africa. Since Roman times, the city of Chester on the River Dee had been the regions principal port on the Irish Sea

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Joseph Locke
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Joseph Locke was a notable English civil engineer of the nineteenth century, particularly associated with railway projects. Locke ranked alongside Robert Stephenson and Isambard Kingdom Brunel as one of the pioneers of railway development. Locke was born in Attercliffe, Sheffield in Yorkshire, moving to nearby Barnsley when he was five. By the age of 17, Joseph had already served an apprenticeship under William Stobart at Pelaw, on the bank of the Tyne. He was a mining engineer, able to survey, sink shafts, to construct railways, tunnels. Josephs father had been a manager at Wallbottle colliery on Tyneside when George Stephenson was a fireman there, in 1823, when Joseph was 17, Stephenson was involved with planning the Stockton and Darlington Railway. He and his son Robert Stephenson visited William Locke and his son at Barnsley, the Stephensons established a locomotive works near Forth Street, Newcastle upon Tyne, to manufacture locomotives for the new railway. Joseph Locke, despite his youth, soon established a position of authority and he and Robert Stephenson became close friends, but their friendship was interrupted, in 1824, by Robert leaving to work in Peru for three years. Joseph Locke was asked by the directors to carry out another survey of the tunnel works. The report was critical of the work already done, which reflected badly on Stephenson. Stephenson was furious and henceforth relations between the two men were strained, although Locke continued to be employed by Stephenson, probably because the latter recognised his worth. However, a clash of personalities between Stephenson and Vignoles led to the latter resigning, leaving Locke as the assistant engineer. Locke took over responsibility for the half of the line. One of the obstacles to be overcome was Chat Moss. Although, Stephenson usually gets the credit for this feat, it is believed that it was Locke who suggested the method for crossing the bog. Whilst the line was being built, the directors were trying to decide whether to use standing engines or locomotives to propel the trains, the report led to the decision by the directors to hold an open trial to find the best locomotive. This was the Rainhill Trials, which were run in October 1829, when the line was finally opened in 1830, it was planned for a procession of eight trains to travel from Liverpool to Manchester and back. George Stephenson drove the leading locomotive Northumbrian and Joseph Locke drove Rocket, the day was marred by the death of William Huskisson, the Member of Parliament for Liverpool, who was struck and killed by Rocket

John Cooke Bourne (September 1, 1814 – February 1896) was a British artist, engraver and photographer, best known for …

John Cooke Bourne, late 19th c.

Sonning Cutting, close to the scene of an accident in 1842 caused by a slip in the bank. Workmen are repairing bank-slips on the southern side of the cutting at left. Print by JC Bourne published in 1846.

Ground plan of Euston station 1838. The grey areas were open granitepaving. The Euston Arch is on the left (south) of the plan between its four lodges, forming a grand entrance to the station building, on the departures side of the station